c_s_s_p group

6 - 6 - 2011

[It just keeps getting better and better! Two more methods documented below.]

# Torus

As a Joe Cell is assembled, the tubes are palmed for the feeling of expansion on one end.

This end is placed to the top of the cell.

The bottom center of the cell comes off the center tube which has the highest frequency, and the highest Aetheric field density.

The tubes are set near the bottom of the cell so the high density field creates a compression force on the Aether.

Note the field bends inwards here at the bottom.

Center tube extends out the bottom to the car frame which carries the contracting field of the cell all through the

metals of the car and completely charges the engine metals top to bottom.

The field rolls like a "smoke ring" on the cell, expanding on the top and contracting on the bottom.

## Inversion

This field is set onto the engine so it rolls in the reverse direction of the cell.

Water generates a contractive field, and oil generates an expansive field, when these vibrations penetrates through them.

Energy compresses at the top of the engine and expands at the bottom.

To start the toroidal field circulating a positive charge is tapped onto the crank,

this punches the hole through the center of the toroidal field on the engine.

As an alternate the oil can be charged up with a small positive voltage.

This is a very pronounced effect felt when standing next to it.

As this "rolling smoke ring" shaped field rises up on the engine, the highest density part of the field

pushes down through the center against gravity where it can hit the oil and expand outwards again forming the toroidal flow.

### Spark

When the spark plug fires, the contractive side of the field gets a
fast expansion energy changing the downwards flow for a short time.

This causes the piston moving upwards to alter it's inertial qualities freeing it to jump up with no resistance.

6 - 6 - 2011

[It just keeps getting better and better! Two more methods documented below.]

As a Joe Cell is assembled, the tubes are palmed for the feeling of expansion on one end.

This end is placed to the top of the cell.

The bottom center of the cell comes off the center tube which has the highest frequency, and the highest Aetheric field density.

The tubes are set near the bottom of the cell so the high density field creates a compression force on the Aether.

Note the field bends inwards here at the bottom.

Center tube extends out the bottom to the car frame which carries the contracting field of the cell all through the

metals of the car and completely charges the engine metals top to bottom.

The field rolls like a "smoke ring" on the cell, expanding on the top and contracting on the bottom.

Water generates a contractive field, and oil generates an expansive field, when these vibrations penetrates through them.

Energy compresses at the top of the engine and expands at the bottom.

To start the toroidal field circulating a positive charge is tapped onto the crank,

this punches the hole through the center of the toroidal field on the engine.

As an alternate the oil can be charged up with a small positive voltage.

This is a very pronounced effect felt when standing next to it.

As this "rolling smoke ring" shaped field rises up on the engine, the highest density part of the field

pushes down through the center against gravity where it can hit the oil and expand outwards again forming the toroidal flow.

This causes the piston moving upwards to alter it's inertial qualities freeing it to jump up with no resistance.

The reason the inertia on the piston is altered is that we have changed the field density of the Aether in the Space around it.

Lowering it's resistance to acceleration.

Lowering it's resistance to acceleration.

A piston is constantly accelerating,
speeding up in velocity and then slowing down again, it never runs at a
constant velocity.

It has two stopping points where it reverses direction.

Thus the piston is the perfect place to tap into the engine and effect it's inertial momentum.

Acceleration is the change of velocity, and the piston is in constant change.

It has two stopping points where it reverses direction.

Thus the piston is the perfect place to tap into the engine and effect it's inertial momentum.

Acceleration is the change of velocity, and the piston is in constant change.

There is always a torsion field around the pistons, as they are always interacting with the background field inertially.

[Note the radiator of the engine may tend to tilt this toroidal ring into a forwards angled torus.

Placing the water mass more to the front of the engine then the oil mass.]

# Stroke Distance Fragmentation Modeling

From direct experiment with caliper gap distances on a 2003 RAV, it was determined that if you break up the piston stroke distance into a 24 x harmonic,

this can form a high frequency field, directly from the pistons energy.

This field is strong during all RPMs of the engine, and even during idling, as the pistons are always accelerating or decelerating.

This field is very reactive if measured in a parallel line with the pistons motions but off to the sides of the piston stroke.

[12x harmonic was also tested and does work, except the manipulation using primes is then not workable as a 13x falls outside the stroke distance.]

This method of vibrational inertial coupling is called piston tunning.

### Space

The Space field [Aether] is always a Prime Number Fractal stack, this
is the only way that the Aether Medium can maintain it's tremendously
high frequency and high energy level.

If the field in the Aether were an even number of waves, the Aether would down shift itself to low frequencies and loose it's static high frequency potential.

The Aether is thus modeled as a cube that surrounds the universe and sends a prime number of high frequency waves through all space inside it.

This is the basis of Kosols Cubic IDL units.

From this background field, we can draw both a high and a low frequency component simply by choosing correct distances to resonate with it.

The two components interact against one another to form the two forces that create all matter, and power all motion.

This is the splitting of the Yin and the Yang forces from the background Aether "The One" that is all around us.

It is the art of creating balanced conflict, from the neutral background medium.

### Separation

Modeling the back ground Aether we then must use odd or prime number
stacks to hold this field close to the engine and shift the engine
stroke to a higher frequency.

Source of energy in this loop is the power stroke distance of the engine.

On the wheel of 24, as used by Leedskalnin, there are two important angular points for altering the frequency of vibration on and around the wheel.

The 105 degree and the 195 degree points. Using 15 degree steps, we locate the 7x at 105 and the 13x at 195 degrees.

24 being an even number will naturally down shift energy to lower frequency harmonics by multiples of 2x and 3x until it hits it lowest prime set.

### 13x

13x is a special point for causing an effect which maintains a high
frequency and causes every other segment to flip polarity uniformly.

This creates a priming high frequency field around the engine.

### 7x

7x is another special point where the segmentation of vibration reversals causes a polarization field to form.

7x creates an expansion on one end and a contraction on the opposite end of a tube.

The 7x is used for tunning the engine rotation into a forwards leading Torsion force.

### Access

By cutting the piston stroke length into 24 segments, we can now access both the 13x distance and the 7x distance linearly, working then as Light Rods.

Both of these distances will now fall inside the piston stroke and both will cause a higher frequency to form around the cylinder creating an Aether warp.

Power from the stroke vibration now moves outwards from the piston, hits the up shift resonators, and then reflects back inwards.

This sets up two points of T field vibration radiations.

The piston becomes the low frequency pulsation and the reflectors become the high frequency radiators.

The two fields now overlap the two gradients, and inertia canceling is the result.

High frequency is what we want hitting the water of the engine.

High frequency sets outside of low frequency and both couple by some fractal multiple. [24x in this case.]

# Platonic Form

## Piston Tunning

The cube is the Aetheric model, and would be the best placement for the prime number up converters of the powered fractal lengths.

They would be spaced at odd or prime multiples away from the center of the piston, but can be tunned on the fly by moving them closer then away from the piston.

Vibration reflectors are entirely mechanical, and manipulate the motional vibrations from a position to wrap back inwards on it at higher vibration rate multiples.

This is called "piston tunning."

### Piston Stroke Experiment RAV 2003

7x =**.9085"**

13x = **1.687"**

24 x = 3.115"

**
**
### End Experiment

# Crank Shaft Rotation Fragmentation Modeling

It is apparent from experiment that if you set up a vibration on the engine between 7x [7 / 24 of rotation] the 105 degree point,

and 13x [13 / 24 the rotation] the 195 degree point, the engine will accelerate and loose weight.

If we take the stroke length as the diameter of a circle the crank is powered into, we can now come up with another fractal system.

This system will couple vibration to the crank shaft directly as a wheel of 24.

Using the formula for a polygon, from the diameter, found in the tube document, we find the segment length for 1x of a 24 point wheel.

Solve for the FS or the "Fractal Segment Length" of the polygon edge, having 24 sides, on the circle of the crank.

FS = diameter * (sin 1/2 the angle of the polygon)

The wheel of 24 has an angle of 15 degrees.

The diameter = the stroke length.

### FS = stroke length * sin (7.5)

This 24x fractal length is now multiplied by 7x and by 13 x to
determine our crank coupling lengths for vibration element design.

These vibrations would reach the shaft probably best sent through the oil.

Experiment has shown this fractal has a strong effect on vehicle acceleration and tends to smooth out the engine.

It does not have a strong effect on an idling engine, as there is less change of shaft RPM overall.

It also feels really good.

Hopefully a combination of both piston tunning and crank shaft tunning, can produce good results for an ICE.

### Experimental Notes RAV 2003

6 - 10 - 2011

I believe rather then use piston lengths to manipulate the crank, instead we just use the Crank rotation with a polygon formula.

We know the diameter of the crank power rotation, it is the piston stroke length.

Now from this we calculate the vibrational segment length on the crank, using the polygon formula, and stroke for the diameter.

With this number we can now solve for the 7x and 13x points directly on the crank, and test these gap sizes, for coil lengths to stick in the oil.

This will vibrate up the crank directly.

RAV

Stroke 3.115" = Diameter of the Crank wheel of 24.

FS = diameter * sin 7.5 degrees

1x = .406589 "

7x = 2.84612 "

13x = 5.285658 "

24x = 9.7581"

Circumference = 9.78606"

* Note the 24x is the sum of the 24 polygon sides and is not the circumference of the circle.

I'm going for a drive.

### End Experiment

# Piston Motion

[Non Linear Retraction]

Piston displacement on the top 180 degrees of crank rotation is 2.414 times greater then displacement on the bottom of rotation.

The rod is the piece that connects the piston to the crank shaft.

Both rods shown above are the exact same length.

The one on the left is running to the center of the crank shaft for a reference to show 1/2 the piston stroke distance.

The one on the right shows that where the rod is attached, a crank rotation of 90 degrees will be more then 1/2 the piston stroke distance.

The larger the angle the more this effect, and every engine design may be a little different.

Pistons move faster on the top half of their travel distance and slower on the bottom half.

In a modern engine the difference in volume between top and bottom 90 to 270 degrees rotation points falls between 1.5x and 2.4x.

This means that the piston displacement volume is as much as 2.4x more on the top then on the bottom of the stroke.

This divides the displacement into approximately a 70 / 30 ratio

The motion of the rod side to side, causes an additional distance to be added before 90 degrees and then subtracted again after 90 degrees.

From the diagram, one can see that as the crank rotates across the upper 180 degree arc,

the piston moves a further distance, then where the crank moves around the bottom side.

This creates a leverage or mechanical advantage in the upper piston.

If we cause both opposing cylinders to go into vacuum state at the same time the one heading up will take control of the crank motion.

If we cause both cylinders to go into pressure state, the one that is in the upper position moving downwards will take control.

## Expansion Contraction Quadrature Cycle

How can an engine turn over if the same energy is applied to all the cylinders simultaneously?

From this piston cycle diagrammed above, it becomes obvious why an engine can run two cylinders moving in opposing direction,

180 degrees seperated, both with closed valves, as both expand or contract simultaneously in 4 quadrants.

With the same pressure in both cylinders, the piston with mechanical advantage [top of stroke] will move the piston with less advantage [bottom of stroke.]

If the pistons are all viewed as set at 90 degrees crank rotation, they are all below their center stroke position.

1/2 are heading down and 1/2 are heading up.

One cylinder is in compression, one is in expansion, the other two have opened valves.

If we apply just air vacuum to all the cylinders simultaneously, the one with greatest leverage will win, the one with least leverage will loose.

The 90 degree position is the transition point where pistons move from greater leverage [longer motions] to lower leverage [less motion] on the shaft.

The 270 degree position is where they move back into higher leverage position.

Since the vacuum energy hits all the cylinders simultaneously it must be pulsed on and off at 90 degree positions to maintain rotation.

Vacuum energy must be added during 1/4 of the cycle, and expansion energy during the next quarter cycle, for the engine to keep turning.

The piston near the top of it's cycle, or nearest the head will dominate and take control of the crank motion.

The piston on the bottom of it's cycle will be overpowered yet working against the motion of the crank, with less leverage it will loose.

Torsion field devices have the greatest effect near the top of the pistons, and the head area.

The dwell angle of a distributer is conventionally set to close and then open on or near these 90 degree points for a 4 cylinder engine.

Since we only get one spark, rather then a full 90 degree series of sparks, it is very hard to get the timing correct for a fueless rotation.

In theory, if one can learn to produce cold spark for 90 degrees and then switch to hot spark for the next 90 degrees, the engine would run very smoothly without fuel.

The only reason this can work, is the difference in piston velocity in the upper and lower regions of the stroke, giving one of the pistons more leverage, as shown in the diagrams above.

Even if we consider only inertial power, and open all the valves, the same holds true.

The faster accelerating piston will win in an inertial shift transition, and this is the upper one.

It is very possible this maximum acceleration is experienced approximately 60 degrees BTDC.

## Mechanical Advantage - Scalar Canceling Power Jump

This is why using only one Joe Cell and one Spark can cause an engine
to run, and why that as the cylinders oppose one another, motion can
smooth out.

The engine is always powering and braking simultaneously, and the powering side wins from mechanical advantage.

Adding an air vacuum to the piston chamber now causes the piston moving upwards to be pulled past it's 90 degree transition point and into the control area of the stroke.

Because we always have the two active pistons working against one another, there is a partial scalar canceling of the opposing pressures.

This causes the active inertial field to expand outwards on both.

This also causes the pressure behind the strokes to increase,

and where the balance is lost the strokes are more powerful then if we only had one cylinder active at any one time.

## Disc Reflectors

[Untested]

Around a running engine, the TF radiation can be palmed. It is felt most strongly off the ends or tops of the pistons.

Pancake coils in this area give a sensation of rectifying the vibration, depending on direction of the spiral turns.

A transverse wave is also present off the sides of the cylinders and acts to carry the vertical vibration that carries the power stroke energy at 90 degrees to it.

It is the power stroke vector, where active reflections are most effective to alter engine RPM.

This runs up and down in this diagram.

The tube on the right is equipped with discs, simulating the gaps between piston top and cylinder head top,

to introduce vertical reflections in the wave inside the cylinder.

One possible "model", a series of discs connected together with a center bolt are inserted down into a water chamber.

Discs are moved to proper distances to set up the reflections causing a HF field to form at the top end of the tube near the 7x area.

The 24x from the bottom can be sent into the oil or carb via a down shift filter, a copper coil of 24x stroke length.

The high frequency from the upper end can be sent into the car body, engine block, and water.

Also simpler tube devices can be built, but the surface area of the end of a tube is much smaller then the surface area of the top of the piston.

They may be much less effective then the discs.

## Coils

Field Expansion Coils

Circular Coils

If the toroidal model is correct, this opens a door for adding coils around the engine to increase the JC effect.

At the bottom of the engine or into an oil probe or near the carb, can be inserted a frequency down shift off the piston energy.

This will synchronize to the engine no matter it's RPM, and the lower frequency will place a stronger pull downwards on the Aether flow through the center of the torus.

A harmonic of 24 x the piston stroke length will create a down shift into the lower oil chamber.

A coil of this exact length or even 24 x 24 = 576 times the stroke length will cause a more drastic down shift.

It is not presently known the best positioning of this coil, carb or oil probe.

The coil needs to intercept the Piston energy and then inject it into the center of the torus where it gets stronger towards the bottom.

Field Contraction Coils

Square Coils

Coil at the top of the engine can be wound as a square with primes on it's sides.This can be a 13x fractal, and to make this larger a large prime of that segment length.

13x is the most important segment length to couple everywhere.

A square coil with sides of perfect 13x and a prime number of 1/4 turns would be ideal.

Another coil design could be a square coil form of 1x or 1/24 piston stroke length, with 13 1/4 winds on it.

Maybe not so practical but shows the basic design parameters.

This coil is placed near the cylinders, and feeds the car frame and the engine outer shell.

Explore the largest prime numbers you can reasonably wind to a coil.

Lastly a 7x segment length multiplied by a very long prime number can be used for tunning the forwards torsion torque on the engine.

Combination Sets

It is likely these coils can be placed one inside the other, circle inside square, or square inside circle,

and then routed as existing car coils are being used now.

Location of the set placed inside the piston stroke plane would naturally be best if possible.

Circle outside square would produce the inverted JC field effect with a cross over to the engine.

Square coils placed vertically along side the piston line, would likely pick up the T field best.

Attached to the car frame at this piston level they can be fed into the cars frame by tunning to the correct location.

Future

Other ratios have yet to be tested and explored also such as the 144 / 216 degree point for a 360 degree segment division system.

In this system the piston is fragmented into 360 segments, and now a multiplier of 144 can be experimented with.

Small and very accurate tunning on some of these other higher frequency ratios may produce stronger results.

## Credits and References

Tomas C. Kramer

"Those Blasted Smoke Rings" by Thomas C. Kramer

Bernie Heere

Direct Experimentation on Joe Cell Fields with both Joe Cells and Copper Coils

Kosol Ouch

IDL technology and the shape of the Aetheric Background Structure of Space - The Cube

NEO TECH's IDL Technology

Jeremy Stride

The importance of the Primes with respect to vibration on a wheels rotation

Identification of the 105 and 195 degree points of rotation

The Return of Code 144 and Ed the Freemason

David Lowrance

Author and Document preparation.

Caliper Vibration Experiments and Sensing on a running engine

Application of Torsion on a wheel to a linear form piston motion

Identification of the 7x and 13x points in the linear motion of a piston.

Also I would like to give credit to all those at the c_s_s_p group that have contributed to the ongoing development, research, and experimentation efforts with TF and EM devices.

### Levitation Site

[Note the radiator of the engine may tend to tilt this toroidal ring into a forwards angled torus.

Placing the water mass more to the front of the engine then the oil mass.]

From direct experiment with caliper gap distances on a 2003 RAV, it was determined that if you break up the piston stroke distance into a 24 x harmonic,

this can form a high frequency field, directly from the pistons energy.

This field is strong during all RPMs of the engine, and even during idling, as the pistons are always accelerating or decelerating.

This field is very reactive if measured in a parallel line with the pistons motions but off to the sides of the piston stroke.

[12x harmonic was also tested and does work, except the manipulation using primes is then not workable as a 13x falls outside the stroke distance.]

This method of vibrational inertial coupling is called piston tunning.

If the field in the Aether were an even number of waves, the Aether would down shift itself to low frequencies and loose it's static high frequency potential.

The Aether is thus modeled as a cube that surrounds the universe and sends a prime number of high frequency waves through all space inside it.

This is the basis of Kosols Cubic IDL units.

From this background field, we can draw both a high and a low frequency component simply by choosing correct distances to resonate with it.

The two components interact against one another to form the two forces that create all matter, and power all motion.

This is the splitting of the Yin and the Yang forces from the background Aether "The One" that is all around us.

It is the art of creating balanced conflict, from the neutral background medium.

Source of energy in this loop is the power stroke distance of the engine.

On the wheel of 24, as used by Leedskalnin, there are two important angular points for altering the frequency of vibration on and around the wheel.

The 105 degree and the 195 degree points. Using 15 degree steps, we locate the 7x at 105 and the 13x at 195 degrees.

24 being an even number will naturally down shift energy to lower frequency harmonics by multiples of 2x and 3x until it hits it lowest prime set.

This creates a priming high frequency field around the engine.

7x creates an expansion on one end and a contraction on the opposite end of a tube.

The 7x is used for tunning the engine rotation into a forwards leading Torsion force.

Both of these distances will now fall inside the piston stroke and both will cause a higher frequency to form around the cylinder creating an Aether warp.

Power from the stroke vibration now moves outwards from the piston, hits the up shift resonators, and then reflects back inwards.

This sets up two points of T field vibration radiations.

The piston becomes the low frequency pulsation and the reflectors become the high frequency radiators.

The two fields now overlap the two gradients, and inertia canceling is the result.

High frequency is what we want hitting the water of the engine.

High frequency sets outside of low frequency and both couple by some fractal multiple. [24x in this case.]

The cube is the Aetheric model, and would be the best placement for the prime number up converters of the powered fractal lengths.

They would be spaced at odd or prime multiples away from the center of the piston, but can be tunned on the fly by moving them closer then away from the piston.

Vibration reflectors are entirely mechanical, and manipulate the motional vibrations from a position to wrap back inwards on it at higher vibration rate multiples.

This is called "piston tunning."

I applied the Leedskalnin Primes to my engine stroke length and got very
promising results.

This corrects the problem of getting a frequency match, and
causes the sweet spot to be present over all the RPM ranges, where adjusted
correctly.

**RAV,**

Piston stroke distance is a constant for any one engine, and remains the same
for all engine RPMs.

Using it for the prime segment length, if possible, allows
coupling of vibration at any frequency of engine rotation.

**3.115"** Stroke Distance -

Tunning a caliper to this distance is rather ineffective and produces nothing
to speak of as there is no frequency shift created -

I noted this early on and
was surprised that tunning this exactly has absolutely no effect on the engine
performance but shortening it does have effects.

Now apply a 7x and a 13x rotational model to the piston motion, based on a
24x cycle.

3.115" / 24 = .12979 " [This is my first higher harmonic resonant segment
length.]

7x =

24 x = 3.115"

I set up two SS calipers with 7x and 13x lengths locked into them.

**Theory**

As the vibration leaves the engine, in a normal torsion field which drags the
aether, causing inertial drag, we raise it's frequency by 24x.

This causes a
high frequency to form just outside the engines natural vibration which is
now 24 times higher then inside the engine.

This is accomplished using a 13x segment
length [prime number fractal multiple], based on 1/24 of the strokes motion
cycle distance [Top to bottom.]

This creates our warp bubble with hi freq
outside low freq inside and a boundary layer between them.

Next we use a 7x of this higher frequency, in the outer field, to polarize
and tune the engine into a higher **forwards torque**.

This tunning
is done with distance to alter the **phase** of the higher
frequency field, weighting it in one direction.

**Road Testing**

As I hold the 13x caliper and rotate it through the sphere of possible
angles, I note very fast it has a strong effect when held parallel to the piston
stroke direction.

This seems to do what I expected and creates a reflected T
field, from the engines power, up shifted in frequency, and reflected back at it.

I set the 13x vertical on the cup holder where the angle is correct, and now
start to play with the 7x inside this new hi frequency field.

The same is true
for angles, and only in the **vertical piston** line is the
dimension effective.

As I slowly raise and lower the 7x, just about where it
crosses the head, near the top of the piston line, there is a tunning found to
operate much like a distributer adjustment.

A small lowering of the caliper
height causes the engine to drag and slow down, a small raising from that
position causes the engine to surge forwards, all with gas pedal held
constant.

There is an adjustment that causes acceleration in the forwards direction to
be souped up tremendously. This is actually a lot of fun to play with.

**Conclusions**

First road test is very promising, and suggests devices of larger mass may
have outstanding effects on engine performance.

Working a vibrational system from the outside is very possible, and will
likely work with any engine, **even air cooled ones**.

Application of the basic concepts can be applied to the piston itself, and a
counter vibrator system can be designed to cancel the pistons vibration in the
outer field around it.

This would cause the anti gravity effect as well if
applied in a platonic form geometry around the engine [one on each side, or even
4 of these around the engines piston line.

This would likely work as good as any Joe Cell, and possibly better due to a
constant coupling of the device to the piston stroke vibration.

It does not use
the water path to achieve a vibrational amplification of motional torsion.

Down side - the distancing elements must be **parallel** to the
piston stroke angle, and off the sides of it within it's stroke length, or near
the head joint.

The end of the piston stroke seems to be the most powerful
location for this effect to manifest well.

Granted these tests were only with small mass calipers, and can not be
expected to be nearly as effective as something with mass equal to the piston,

or even sized at 1/12 or 1/24 the piston exactly.

**This effect is entirely mechanical and motional.**

It is apparent from experiment that if you set up a vibration on the engine between 7x [7 / 24 of rotation] the 105 degree point,

and 13x [13 / 24 the rotation] the 195 degree point, the engine will accelerate and loose weight.

If we take the stroke length as the diameter of a circle the crank is powered into, we can now come up with another fractal system.

This system will couple vibration to the crank shaft directly as a wheel of 24.

Using the formula for a polygon, from the diameter, found in the tube document, we find the segment length for 1x of a 24 point wheel.

Solve for the FS or the "Fractal Segment Length" of the polygon edge, having 24 sides, on the circle of the crank.

FS = diameter * (sin 1/2 the angle of the polygon)

The wheel of 24 has an angle of 15 degrees.

The diameter = the stroke length.

These vibrations would reach the shaft probably best sent through the oil.

Experiment has shown this fractal has a strong effect on vehicle acceleration and tends to smooth out the engine.

It does not have a strong effect on an idling engine, as there is less change of shaft RPM overall.

It also feels really good.

Hopefully a combination of both piston tunning and crank shaft tunning, can produce good results for an ICE.

I believe rather then use piston lengths to manipulate the crank, instead we just use the Crank rotation with a polygon formula.

We know the diameter of the crank power rotation, it is the piston stroke length.

Now from this we calculate the vibrational segment length on the crank, using the polygon formula, and stroke for the diameter.

With this number we can now solve for the 7x and 13x points directly on the crank, and test these gap sizes, for coil lengths to stick in the oil.

This will vibrate up the crank directly.

RAV

Stroke 3.115" = Diameter of the Crank wheel of 24.

FS = diameter * sin 7.5 degrees

1x = .406589 "

7x = 2.84612 "

13x = 5.285658 "

24x = 9.7581"

Circumference = 9.78606"

* Note the 24x is the sum of the 24 polygon sides and is not the circumference of the circle.

I'm going for a drive.

The drive was a lot of fun, wish I had another person so I could devote
myself to experiment.

I will try to explain the difference between using this method and the piston
tunning method.

First it feels really good. I mean really good. The main effect is
experienced during an acceleration of the car. At one point the car surged
forwards when I was trying to stop.

Holding two calipers in a hand while driving
is somewhat difficult, the 7x slipped a little.

I have to hold them right against the dash to couple the vibration well.

There is an effect for any angle parallel to the crank motional plane,
however again, the vertical alignment is the best result.

Where I get the 7x and the 13x aligned perfectly on the top end, the car goes
into a heavenly vibration that seems to lower gravity and make it easier to turn
also.

There is another setting where the car becomes harder to turn sideways if I
set the 7x off a little.

The **piston tunning**, effects the engine RPM at all times I
think, not only during acceleration.

The **crank tunning** creates a very smooth acceleration, that
is addictive.

Both these effect are constant over **all engine RPM ranges**
and are both stronger at higher RPMs. Neither of them go out of sync or have
specific sweet spots.

I do not know how this will translate into coils at present, as the best
coupling is **vertical** along the piston alignment.

Piston displacement on the top 180 degrees of crank rotation is 2.414 times greater then displacement on the bottom of rotation.

The rod is the piece that connects the piston to the crank shaft.

Both rods shown above are the exact same length.

The one on the left is running to the center of the crank shaft for a reference to show 1/2 the piston stroke distance.

The one on the right shows that where the rod is attached, a crank rotation of 90 degrees will be more then 1/2 the piston stroke distance.

The larger the angle the more this effect, and every engine design may be a little different.

Pistons move faster on the top half of their travel distance and slower on the bottom half.

In a modern engine the difference in volume between top and bottom 90 to 270 degrees rotation points falls between 1.5x and 2.4x.

This means that the piston displacement volume is as much as 2.4x more on the top then on the bottom of the stroke.

This divides the displacement into approximately a 70 / 30 ratio

The motion of the rod side to side, causes an additional distance to be added before 90 degrees and then subtracted again after 90 degrees.

From the diagram, one can see that as the crank rotates across the upper 180 degree arc,

the piston moves a further distance, then where the crank moves around the bottom side.

This creates a leverage or mechanical advantage in the upper piston.

If we cause both opposing cylinders to go into vacuum state at the same time the one heading up will take control of the crank motion.

If we cause both cylinders to go into pressure state, the one that is in the upper position moving downwards will take control.

How can an engine turn over if the same energy is applied to all the cylinders simultaneously?

From this piston cycle diagrammed above, it becomes obvious why an engine can run two cylinders moving in opposing direction,

180 degrees seperated, both with closed valves, as both expand or contract simultaneously in 4 quadrants.

With the same pressure in both cylinders, the piston with mechanical advantage [top of stroke] will move the piston with less advantage [bottom of stroke.]

If the pistons are all viewed as set at 90 degrees crank rotation, they are all below their center stroke position.

1/2 are heading down and 1/2 are heading up.

One cylinder is in compression, one is in expansion, the other two have opened valves.

If we apply just air vacuum to all the cylinders simultaneously, the one with greatest leverage will win, the one with least leverage will loose.

The 90 degree position is the transition point where pistons move from greater leverage [longer motions] to lower leverage [less motion] on the shaft.

The 270 degree position is where they move back into higher leverage position.

Since the vacuum energy hits all the cylinders simultaneously it must be pulsed on and off at 90 degree positions to maintain rotation.

Vacuum energy must be added during 1/4 of the cycle, and expansion energy during the next quarter cycle, for the engine to keep turning.

The piston near the top of it's cycle, or nearest the head will dominate and take control of the crank motion.

The piston on the bottom of it's cycle will be overpowered yet working against the motion of the crank, with less leverage it will loose.

Torsion field devices have the greatest effect near the top of the pistons, and the head area.

The dwell angle of a distributer is conventionally set to close and then open on or near these 90 degree points for a 4 cylinder engine.

Since we only get one spark, rather then a full 90 degree series of sparks, it is very hard to get the timing correct for a fueless rotation.

In theory, if one can learn to produce cold spark for 90 degrees and then switch to hot spark for the next 90 degrees, the engine would run very smoothly without fuel.

The only reason this can work, is the difference in piston velocity in the upper and lower regions of the stroke, giving one of the pistons more leverage, as shown in the diagrams above.

Even if we consider only inertial power, and open all the valves, the same holds true.

The faster accelerating piston will win in an inertial shift transition, and this is the upper one.

It is very possible this maximum acceleration is experienced approximately 60 degrees BTDC.

The engine is always powering and braking simultaneously, and the powering side wins from mechanical advantage.

Adding an air vacuum to the piston chamber now causes the piston moving upwards to be pulled past it's 90 degree transition point and into the control area of the stroke.

Because we always have the two active pistons working against one another, there is a partial scalar canceling of the opposing pressures.

This causes the active inertial field to expand outwards on both.

This also causes the pressure behind the strokes to increase,

and where the balance is lost the strokes are more powerful then if we only had one cylinder active at any one time.

Around a running engine, the TF radiation can be palmed. It is felt most strongly off the ends or tops of the pistons.

Pancake coils in this area give a sensation of rectifying the vibration, depending on direction of the spiral turns.

A transverse wave is also present off the sides of the cylinders and acts to carry the vertical vibration that carries the power stroke energy at 90 degrees to it.

It is the power stroke vector, where active reflections are most effective to alter engine RPM.

This runs up and down in this diagram.

The tube on the right is equipped with discs, simulating the gaps between piston top and cylinder head top,

to introduce vertical reflections in the wave inside the cylinder.

One possible "model", a series of discs connected together with a center bolt are inserted down into a water chamber.

Discs are moved to proper distances to set up the reflections causing a HF field to form at the top end of the tube near the 7x area.

The 24x from the bottom can be sent into the oil or carb via a down shift filter, a copper coil of 24x stroke length.

The high frequency from the upper end can be sent into the car body, engine block, and water.

Also simpler tube devices can be built, but the surface area of the end of a tube is much smaller then the surface area of the top of the piston.

They may be much less effective then the discs.

Circular Coils

If the toroidal model is correct, this opens a door for adding coils around the engine to increase the JC effect.

At the bottom of the engine or into an oil probe or near the carb, can be inserted a frequency down shift off the piston energy.

This will synchronize to the engine no matter it's RPM, and the lower frequency will place a stronger pull downwards on the Aether flow through the center of the torus.

A harmonic of 24 x the piston stroke length will create a down shift into the lower oil chamber.

A coil of this exact length or even 24 x 24 = 576 times the stroke length will cause a more drastic down shift.

It is not presently known the best positioning of this coil, carb or oil probe.

The coil needs to intercept the Piston energy and then inject it into the center of the torus where it gets stronger towards the bottom.

Field Contraction Coils

Square Coils

Coil at the top of the engine can be wound as a square with primes on it's sides.This can be a 13x fractal, and to make this larger a large prime of that segment length.

13x is the most important segment length to couple everywhere.

A square coil with sides of perfect 13x and a prime number of 1/4 turns would be ideal.

Another coil design could be a square coil form of 1x or 1/24 piston stroke length, with 13 1/4 winds on it.

Maybe not so practical but shows the basic design parameters.

This coil is placed near the cylinders, and feeds the car frame and the engine outer shell.

Explore the largest prime numbers you can reasonably wind to a coil.

Lastly a 7x segment length multiplied by a very long prime number can be used for tunning the forwards torsion torque on the engine.

Combination Sets

It is likely these coils can be placed one inside the other, circle inside square, or square inside circle,

and then routed as existing car coils are being used now.

Location of the set placed inside the piston stroke plane would naturally be best if possible.

Circle outside square would produce the inverted JC field effect with a cross over to the engine.

Square coils placed vertically along side the piston line, would likely pick up the T field best.

Attached to the car frame at this piston level they can be fed into the cars frame by tunning to the correct location.

Future

Other ratios have yet to be tested and explored also such as the 144 / 216 degree point for a 360 degree segment division system.

In this system the piston is fragmented into 360 segments, and now a multiplier of 144 can be experimented with.

Small and very accurate tunning on some of these other higher frequency ratios may produce stronger results.

"Those Blasted Smoke Rings" by Thomas C. Kramer

Bernie Heere

Direct Experimentation on Joe Cell Fields with both Joe Cells and Copper Coils

Kosol Ouch

IDL technology and the shape of the Aetheric Background Structure of Space - The Cube

NEO TECH's IDL Technology

Jeremy Stride

The importance of the Primes with respect to vibration on a wheels rotation

Identification of the 105 and 195 degree points of rotation

The Return of Code 144 and Ed the Freemason

David Lowrance

Author and Document preparation.

Caliper Vibration Experiments and Sensing on a running engine

Application of Torsion on a wheel to a linear form piston motion

Identification of the 7x and 13x points in the linear motion of a piston.

Also I would like to give credit to all those at the c_s_s_p group that have contributed to the ongoing development, research, and experimentation efforts with TF and EM devices.